Abnormal Load Transport Management Plan

  1. There are a number of traffic management measures that could help reduce the effect of abnormal load convoys.
  2. All abnormal load deliveries would be undertaken at appropriate times (to be discussed and agreed with the planning authority, relevant roads authorities and police) with the aim to minimise the effect on the local road network. It is likely that the abnormal load convoys would travel in the early morning periods before peak times while general construction traffic would generally avoid the morning and evening peak periods.
  3. Potential conflicts may occur at locations where traffic turns at a road junction, requiring other traffic to be restrained on other approach arms or where loads may straddle the centre line, where fast moving oncoming traffic may be encountered.
  4. The majority of potential conflicts between construction traffic and other road users will occur with abnormal load traffic. General construction traffic is not likely to come into conflict with other road users as the vehicles are smaller and road users are generally more accustomed to them.
  5. Advance warning signs would be installed on the approaches to the affected road network. Information signage could be installed to help assist drivers. Flip up panels (shown in grey) could be used to mask over days where convoys would not be operating. When no convoys are moving, the sign would be bagged over by the Traffic Management contractor.
  6. The location and numbers of signs would be agreed post consent with the planning authority and relevant roads authorities and would form part of the wider traffic management proposals for the project.
  7. The Abnormal Load Transport Management Plan would also likely include:

Procedures for liaising with the emergency services to ensure that police, fire and ambulance vehicles are not impeded by the loads. This is normally undertaken by informing the emergency services of delivery times and dates and agreeing communication protocols and lay over areas to allow overtaking;

A diary of proposed delivery movements to liaise with the communities to avoid key dates and local events;

A protocol for working with local businesses to ensure the construction traffic does not interfere with deliveries or normal business traffic; and

Proposals to establish a construction liaison committee to ensure the smooth management of the project / public interface with the Applicant, the construction contractors, the local community, and if appropriate, the police forming the committee. This committee would form a means of communicating and updating on forthcoming activities and dealing with any potential issues arising.

Core Path Management Plan

  1. Consideration will be given to pedestrians and cyclists alike due to potential interactions between construction traffic and users of the core path.  These measures will be formulated into a Core Path Management Plan.
  2. Engagement has been undertaken with ELC community access officer with regards to the John Muir Link. It has been agreed that if John Muir Link is to be disrupted during construction there will be appropriate diversions or alternative access.
  3. The principal contractor will ensure that speed limits are always adhered to by their drivers and associated subcontractors.  This is particularly important within close proximity to the core path and at crossing points. Advisory speed limit signage will also be installed on approaches to areas where core path users may interact with construction traffic.
  4. Signage will be installed on the site exit that makes drivers aware of local speed limits and reminding drivers of the potential presence of pedestrians and cyclists in the area. This will also be emphasised in weekly toolbox talks.
  5. The British Horse Society provides general recommendations on the interactions between HGV traffic and horses.  It is understood that horses can be nervous of large vehicles, particularly when they do not often meet them.
  6. The main factors causing fear in horses in this situation are:

Something approaching them, which is unfamiliar and intimidating;

A large moving object, especially if it is noisy;

Lack of space between the horse and the vehicle;

The sound of air brakes; and

Anxiety on the part of the rider.

  1. The British Horse Society recommends the following actions that will be included in the site training for all HGV staff:

On seeing riders approaching, drivers must slow down and stop, minimising the sound of air brakes, if possible;

If the horse still shows signs of nervousness while approaching the vehicle, the engine should be shut down (if it is safe to do so);

The vehicle should not move off until the riders are well clear of the back of the HGV;

If drivers are wishing to overtake riders, please approach slowly or even stop in order to give riders time to find a gateway or lay by where they can take refuge and create sufficient space between the horse and the vehicle. Because of the position of their eyes, horses are very aware of things coming up behind them; and

All drivers delivering to the site must be patient. Riders will be doing their best to reassure their horses while often feeling a high degree of anxiety themselves.

  1. The training listed above will be undertaken by drivers during a toolbox talk at the site induction.

Roads agreement

  1. ELC may request that an agreement to cover the cost of abnormal wear on its network is made.  To this end, the Applicant proposes to enter into a Section 96 agreement to cover wear and tear on the public road deemed to have occurred as a result of the Proposed Development.  Any repair works would be undertaken at the Applicant’s expense, rather than by the local authorities.
  2. Video footage of the pre-construction phase condition of the abnormal loads access route and the construction vehicles route would be recorded to provide a baseline of the condition of the road prior to any construction work commencing. This baseline would inform any change in the road condition during the construction phase. Any necessary repairs would be coordinated with ELC. Any damage caused by traffic associated with the Proposed Development during the construction period that would be hazardous to public traffic would be repaired as soon as practicable.
  3. Damage to road infrastructure caused directly by construction traffic would be made good and street furniture that is removed on a temporary basis would be fully reinstated.
  4. There would be a regular road review and any debris and mud would be removed from the carriageway using an onsite road sweeper to ensure road safety for all road users.

Staff Travel Plan

  1. A Staff Travel Plan would be deployed, to manage the arrival and departure profile of staff and to encourage sustainable modes of transport, especially car-sharing. A package of measures could include:

Appointment of a Travel Plan Coordinator (TPC);

Provision of public transport information;

16 seat mini-bus service for transport of site staff;

Promotion of a car sharing scheme; and

Car parking management.

Residual Effect

  1. This section considers the assessment of traffic effects following the incorporation of primary and tertiary mitigation, as well as the secondary mitigation measures identified above.
  2. Table 12.19 summarises the assessment of residual effects identified in the evaluation with mitigation in place. In summary, it is determined that the residual effects are not significant following the implementation of mitigation measures.
  3. It should be borne in mind that the assessment has focussed on the peak in construction traffic activities and that the percentage increases noted are high, given the relatively low level of HGV traffic on the existing network.
  4. The construction period is transitory in nature and all impacts will be short lived and temporary.

12.11.1.         Proposed Monitoring

  1. Construction related traffic will be monitored in line with the CTMRP.
  2. Site entrance roads will be well maintained and monitored during the lifetime of the development.

12.12. Cumulative Effects Assessment

12.12.1.         Methodology

 

  1. The Cumulative Effects Assessment (CEA) considers the impact associated with the Proposed Development together with other relevant plans, projects and activities. Cumulative effects are therefore the combined effect of the Proposed Development in combination with the effects from a number of different projects, on the same receptor or resource. Please see Volume 1, Chapter 2 of the Onshore EIA Report for detail on CEA methodology.
  2. The projects and plans selected as relevant to the CEA presented within this chapter are based upon the results of a screening exercise (see Volume 4, Appendix 2.4). Each project or plan has been considered on a case by case basis for screening in or out of this chapter's assessment based upon data confidence, effect-receptor pathways and the spatial/temporal scales involved.
  3. The specific projects scoped into the CEA for traffic and transport, are outlined in Table 12.16   Open ▸ .
  4. In traffic and transport terms, only developments that have been consented can be assumed to be committed developments and thus generally be included in a cumulative assessment. However, the Applicant considered that Branxton Grid Substation and the Eastern Link Project proposals (Northern Point of Connection Converter Station and Cables and Northern Point of Connection Substation) should also be included in the assessment.

 

Table 12.16:
List of Other Projects Considered Within the CEA for Traffic and Transport

Table 12.16:  List of Other Projects Considered Within the CEA for Traffic and Transport

 

12.12.2.         Maximum Design Scenario

The maximum design scenario(s), which for the traffic and transport assessment is the peak construction traffic period, has been selected as those having the potential to result in the greatest effect on an identified receptor or receptor group. The cumulative effects presented and assessed in this section have been selected from the details provided in Volume 1, Chapter 5 of the Onshore EIA Report as well as the information available on other projects and plans, to inform a ‘maximum design scenario’. Effects of greater adverse significance are not predicted to arise should any other development scenario, based on details within the Project Design Envelope, to that assessed here, be taken forward in the final design scheme.

12.12.3.         Cumulative Effects Assessment

  1. An assessment of the likely significance of the cumulative effects of the Proposed Development upon Traffic and Transport receptors arising from each identified impact is given below.
  2. At the time of writing Crystal Rig IV Wind Farm has been granted planning permission for up to 11 wind turbines, with a maximum tip height of up to 200m.
  3. In order to inform the planning authorities of possible issues if the Crystal Rig IV Wind Farm were to be constructed concurrently with the Proposed Development, a combined sensitivity review has been undertaken.
  4. The proposed Eastern Link Project proposals (Northern Point of Connection Converter Station and Cables and Northern Point of Connection Substation) and Branxton Grid Substation developments are to comprise a new substation, overhead line, converter station, underground cables and marine cables near Torness, East Lothian and are to be close to the Proposed Development. While the Eastern Link Project proposals have not been granted planning consent and Branxton Grid Substation has been recently withdrawn, they are considered in the sensitivity review as it is anticipated that Branxton Grid Substation’s planning application will be resubmitted and if consent is granted, it is anticipated that the projects will be constructed concurrently with the Proposed Development.
  5. The peak flows for Crystal Rig IV Wind Farm, Branxton Grid Substation and the Eastern Link proposals have been obtained from planning application documents, as well as gratefully received from the EIA team on behalf of SP Energy Networks. These peak flows are presented in Table 12.17   Open ▸ and then compared to the 2026 future baseline year in Table 12.17   Open ▸ .
Table 12.17:
Combined Scheme Sensitivity Review Peak Traffic Summary

Table 12.17:  Combined Scheme Sensitivity Review Peak Traffic Summary

Table 12.18:
Combined Scheme Sensitivity Traffic Impact Summary

Table 12.18:  Combined Scheme Sensitivity Traffic Impact Summary

  1. The combined traffic flows of the cumulative developments indicate that there would be a large increase in traffic flows along several of the assessed links, however there will be more than sufficient spare road capacity to accommodate this based on theoretical road capacities outlined in Table 12.13. Table 12.18 suggests that the total flows along Skateraw, C122 (near Thurston Doggy Daycare), Unnamed Road North of Barnes Ness Terrace and C121 (north of Border Belles) will exceed ‘Rule 2’of the IEMA Guidelines as traffic movements are to exceed by more than 30%.  Along the A1(T) west of Innerwick Junction, the increase in HGV movements would be expected to be over 30% which exceeds the IEMA Guidelines as HGVs would be expected to increase by over 30%. Prior to the application of any mitigation measures the effects are considered significant.

Cumulative Developments

Magnitude of Impact:

-            Severance: Total increase in flows along Skateraw and Unnamed Road North of Barns Ness Terrace will increase by over 90% (180% and 229%, respectively), total flows at C121 (north of Border Belles) will increase by over 60% (77%), total flows at C122 (near Thurston Doggy Daycare) will increase by over 30% (35%) and the total HGV flows at the A1(T) west of Innerwick Junction will increase by over 90% (101%). The maximum magnitude of impact on the study area is therefore considered major.

-            Driver Delay: The cumulative flows of each of the highway links which exceed the IEMA Guidelines are well within the theoretical flows for each of the links outlined in Table 12.13. The maximum magnitude of impact on the study area is therefore considered negligible.

-            Pedestrian Delay: There are no pedestrian facilities along Skateraw, C122 (near Thurston Doggy Daycare), Unnamed Road North of Barnes Ness Terrace and C121 (north of Border Belles) and it is assumed that there would be a low number of pedestrian users, however this road is considered as a “Suggested links on quiet roads” on East Lothian Core Maps (Map K)[8]. There are pedestrian crossing facilities along the A1(T), and the addition of cumulative developments will see an increase of total traffic of 21% which is not considered significant in terms of overall traffic flows. The maximum magnitude of impact on the study area is therefore considered minor.

-            Pedestrian Amenity: The increase in traffic is estimated to be over 100% along Skateraw and the Unnamed Road North of Barns Ness Terrace (180% and 229%, respectively), however due to the lack of pedestrian facilities and the assumed low number of pedestrian users, the magnitude of impact on the study area is considered minor.

-            Fear and Intimidation: The total increase in traffic flows along Skateraw and Unnamed Road North of Barns Ness Terrace is greater than 90% and it should also be noted that HGV traffic is also to be over 90%. Total flows and HGV flows at C122 (near Thurston Doggy Daycare) will increase by over 30% and the total HGV flows at the A1(T) west of Innerwick Junction will increase by over 90%. It should be noted that pedestrians using pedestrian facilities along the A1(T) would be aware of the presence of HGVs along the trunk road network. However, as the baseline traffic within the study area is considered low, and it is assumed that the number of pedestrian users within the study area is also low, the maximum magnitude on the study area is considered moderate.

-            Accidents and Safety: From reviewing the accident information, there was only one accident recorded within the survey period along the minor roads and 13 recorded along the A1(T). Four of the accidents which were recorded along the A1 (T) occurred in the vicinity of the Torness Power Station. Therefore the maximum magnitude on the study area is considered moderate.

  1. Summary of magnitude of the impact of construction traffic on Cumulative Development – The overall magnitude of prior to the application of any mitigation measures would be moderate. The application of mitigation measures such as an overarching traffic plan and by introducing a phased delivery plan which would be agreed with the local council roads department, Transport Scotland and Police Scotland. The introduction of these mitigation measures would reduce this impact to minor.

 

  1. Furthermore, it is not predicted that the potential traffic flow increases could reasonably occur on the study area for the following reasons:

It is extremely unlikely that the peak traffic conditions would occur at the same time due to differences in construction programmes, material supplies and developer resources; and

All abnormal load deliveries cannot occur at the separate sites on the same day due to restrictions on the numbers of loads moving on the network at the same time set by Police Scotland.

  1. In conclusion, the impacts of the cumulative effects assessment are predicted to be of local spatial extent, short term duration, intermittent and high reversibility. It is predicted that the construction impact will affect the receptors directly.

12.12.4.         Proposed Monitoring

  1. Should the Proposed Development and Crystal Rig IV Wind Farm, Branxton Grid Substation and the Eastern Link Project be constructed concurrently, any crossover of construction related traffic would be monitored in line with the overarching CTMRP.

12.13. Summary of Impacts, Mitigation Measures, likely Significant Effects and Monitoring

  1. Information on traffic and transport within the traffic and transport study area was collected through desktop reviews, site surveys and consultation with relevant stakeholders.
  2. The Proposed Development would lead to a temporary increase in traffic volumes on the study road network during the construction phase. Traffic volumes would decrease considerably outside the peak period of construction. The maximum traffic impact associated with construction is predicted to occur in Month 14 of the programme, when an additional 669 trips (522 Cars & LGVs and 147 HGVs) are included to the network.
  3. Table 12.19   Open ▸ presents a summary of the potential impacts, mitigation measures and residual effects in respect to traffic and transport. The impacts assessed include:

Severance;

Driver delay;

Pedestrian delay;

Pedestrian amenity;

Fear and intimidation; and

Accidents and safety.

  1. Overall, as presented in Table 12.19, it is concluded that there will be no significant effects arising from the Proposed Development during the construction phase following the introduction of secondary mitigation measures.


  1. Table 12.20   Open ▸ presents a summary of the potential cumulative impacts, mitigation measures and the conclusion of likely significant effects in EIA terms in respect to traffic and transport. The cumulative effects assessed include construction traffic related effects associated with the consented Crystal Rig IV Wind Farm, Branxton Grid Substation and the Eastern Link Project. Following the introduction of mitigation measures such as the overarching Traffic Management and Monitoring Plan, the residual effects of construction traffic associated with the cumulative developments is considered slight, which is not significant in EIA terms.

 

 

Table 12.19:
Summary of Likely Significant Environmental Effects, Mitigation and Monitoring

Table 12.19:  Summary of Likely Significant Environmental Effects, Mitigation and Monitoring


Table 12.20:
Summary of Likely Significant Cumulative Environment Effects, Mitigation and Monitoring

Table 12.20:  Summary of Likely Significant Cumulative Environment Effects, Mitigation and Monitoring

12.14. References

Institute of Environmental Assessment (1993) Guidelines for the Environmental Assessment of Road Traffic

 

Institution of Environmental Management and Assessment (IEMA) (2005) Guidelines for Environmental Impact Assessment

 

Design Manual for Roads and Bridges (2020) LA 104 – Environmental Assessment and Monitoring

 

Scottish Government (2023). National Planning Framework 4. Available at: https://www.transformingplanning.scot/national-planning-framework/adopted-npf4/

 

[1] The Abnormal Route Load Assessment Report details the various options associated with the Proposed Development. Please note that the option being taken forward is Substation 8. Please note that the swept path analysis results for this option are presented in the sections referring to Substation Location 8 within The Abnormal Route Load Assessment Report.

[2] https://nngoffshorewind.com/about/

[3] Please note construction activities were ongoing at the Neart na Gaoithe, and were recorded at this location. Construction activities have therefore been included in the baseline flows.

[4] C = Construction, O = Operational and maintenance, D = Decommissioning

[5] Transport Scotland (2012), Transport Assessment Guidance

[6] East Lothian Core Maps (Map K) Available at: https://www.eastlothian.gov.uk/downloads/file/23131/map_k_lnnerwick_and_surrounding_area

[7] East Lothian Core Maps (Map K) Available at: https://www.eastlothian.gov.uk/downloads/file/23131/map_k_lnnerwick_and_surrounding_area

[8] East Lothian Core Maps (Map K) Available at: https://www.eastlothian.gov.uk/downloads/file/23131/map_k_lnnerwick_and_surrounding_area